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Voters in the crucial swing state will also decide key questions on their — and our — climate future.
In four days, Pennsylvania will become just about the most important place on Earth.
It is unlikely that either Kamala Harris or Donald Trump can reach the White House without carrying the Keystone State; winning Pennsylvania bumps either’s odds of prevailing in the whole election to over 90%, according to polling analyst Nate Silver’s models. The state will also play a deciding role in control of the U.S. House and Senate, which in turn will help or hamper the next president’s agenda. America’s domestic trajectory, its foreign policy decisions, and even its allies and enemies could all come down to the whims of the state’s 8.9 million registered voters.
But Pennsylvanians have other important choices to make on their ballots, too. “Pennsylvania is a major energy state, and its decisions — regardless of what type of energy it is — have a huge impact on America’s energy portfolio,” John Qua, the campaign manager of Lead Locally, which is supporting 17 down-ballot candidates in the state, told me.
As the nation’s second-biggest gas producer after Texas and third-biggest coal producer after Wyoming and West Virginia, Pennsylvania also holds the distinction of being the fifth-largest greenhouse gas-emitting state in the nation. Its state legislature hasn’t passed new climate legislation since 2008, in large part because of the influence of the fossil fuel industry over local politics. The American Petroleum Institute donates more to Pennsylvania lawmakers than those in any other state, and while fracking isn’t the decisive local issue it’s made out to be in the popular consciousness, it still employs around 100,000 people — more than made the difference in deciding the 2020 election in the state. (Harris notably reneged on her 2019 pledge to ban fracking if elected in an apparent overture to Pennsylvanians, although the state’s imperiled Democratic senator, Bob Casey, has been hammered by his Republican challenger over her prior position.)
Pennsylvania has a Democratic governor, Josh Shapiro, until at least 2026, and Democrats hold slim control over the state House of Representatives by a margin of 102 to 101. The ambition this cycle is to keep the state House and flip the Republican-held state Senate. Picking up three seats there would earn Democrats a governing trifecta, with a tie-breaking vote going to Democratic Lt. Gov Austin Davis. Flip four seats, and they’d have the majority.
But “if you asked me to bet you $10 that the Democrats would win, I wouldn’t take the bet,” David Masur, the executive director of PennEnvironment, a green research and advocacy group that works in the state, told me. “I think it’s just a long shot.”
The path to winning the state Senate and achieving a governing trifecta clearly runs through three districts. The first and easiest pickup is in SD-15, around the state capital in Harrisburg, where the “map is much friendlier to Democrats,” according to Masur. The party would then need to win a competitive seat in SD-37, in the Pittsburgh suburbs, which has tilted blue recently and also seems theoretically within reach. But things get trickier in SD-49, Democrats’ “white whale” district in Erie County, which President Biden won by 2 points but where Republican senator Dan Laughlin remains well-liked. To wrest back the chamber, in other words, the Democrats would “have to run the table,” Masur said. “I don’t even think there’s another race where you could go, ‘Oh, they could get the majority by winning this other seat.’ There’s nowhere else to go. They have to win those three.”
Because of recent redistricting, the climate groups working in the state are cautious about getting their hopes up too high. “Flipping the [state] Senate, which is currently held by Republicans, might be a two-cycle endeavor with these new maps,” Lead Locally’s Qua said. This doesn’t necessarily mean all is lost: Even maintaining control of two of the three levers of government in Pennsylvania would be a victory, and Democrats this summer managed to garner enough bipartisan support to pass legislation to bring solar panels to state schools.
But the stakes — and promises — of a trifecta feel crucial and tantalizingly close. According to a recent analysis by PennEnvironment, Pennsylvania is 48th in the nation for the percentage growth of total solar, wind, and geothermal in the past decade, and 46th in the nation for the percentage of growth in total solar over the past five years, generating less than its neighbors New Jersey, Maryland, and Ohio. “The fossil fuel industry is extremely moneyed and extremely influential, and it’s created a political reality where it’s very difficult to move good climate and clean energy policy forward in Harrisburg,” Flora Cardoni, PennEnvironment’s deputy director, told me. Climate obstructionists in the state Senate often refuse to call up good environmental policies for votes, leaving the state with “no laws on the books that require utility companies in Pennsylvania to increase the amount of clean renewable energy that they provide to their customers” which is “a huge impediment to progress.”
It’s not as if Democrats aren’t ready to go — they are. Shapiro is sitting on a two-bill plan for tackling climate change in the state. One would boost renewable energy to 35% of Pennsylvania’s total generation by 2035, which Cardoni described as “a huge step in the right direction, although we need to do much more.” The second bill would make polluters pay for their carbon emissions and spend the resulting money on clean air, water, and energy efficiency projects — essentially, a backup plan for if the state’s attempt to join the Regional Greenhouse Gas Initiative fails. (Owing to a question of constitutionality, RGGI is in limbo with the state’s Supreme Court.)
So, in a sense, you have to go for it. “Yeah, they’re really hard races,” admitted Caroline Spears, the executive director of Climate Cabinet, which is supporting 26 candidates in the state. “But if you win,” she added, “you win the fifth-largest greenhouse gas emitter in the country.” While she was loath to “compare our states against each other,” Spears pointed out that Pennsylvania’s emissions are about two and a half times those of Arizona, which makes it a much bigger opportunity for reductions.
Perhaps the most important point: No one really knows what’s going to happen. Not only are organizers working with new maps in the state due to 2022 redistricting, but state-level races also rarely attract substantial enough polling to make reliably predictive guesses, especially when there are so many toss-ups and razor-thin margins. Adding to the trickiness, Pennsylvania is one of the few states where residents still appear willing to split their tickets; in 2020, ticket-splitting between the president and the state Legislature was up to 15 points in places, which is part of why Climate Cabinet has targeted races in the state with margins of up to 10 points that other groups wouldn’t touch. “Folks have been like, ‘the Pennsylvania Senate’s not doable.’ That’s the word on the street,” Spears told me. “But I think people are forgetting a little bit that that was also the word on the street about the Minnesota Senate and the Michigan legislature,” which flipped during the 2022 midterms.
What’s encouraging is that Pennsylvania voters — contrary to their image of being fracking obsessives — have been curious or even enthusiastic about pivoting to clean energy when organizers have spoken with them. Following Winter Storm Elliott in 2022, which caused outages across the state, many residents now “recognize that the grid is outdated,” Julia Kortrey, the deputy state policy director at Evergreen Action, a national climate advocacy group, told me. There’s an acknowledgment among many that “the status quo is not working.”
As in many parts of the country this year, local races in Pennsylvania are mainly focused on battles over education, abortion access, immigration, and crime, not necessarily clean energy. But often, climate-related issues are bubbling just under the surface. “I’m not going to go up to someone’s door and ask ‘What issue is on your mind today?’ and have them say, ‘I’m really worried about the PM2.5 concentration or the Mauna Loa CO2 readings,’” Spears told me. “But if they’re like, ‘The cost of living is too high,’ I’m going to have a conversation about home insurance.”
A particularly good example of this is playing out in one of Pennsylvania’s U.S. House races, which will help determine the ultimate makeup of Congress. In the Lehigh Valley, Democratic Representative Susan Wild is attempting to hold off her Republican challenger, state Representative Ryan Mackenzie, who voted against the school solar bill and the state’s clean water act. Wild had been particularly instrumental in helping to replace lead pipes in the area, and she’s made her leadership on the issue prominent in her campaigning. “The Bipartisan Infrastructure Law and lead pipe removal can seem very — I don’t want to say national, but it can be hard to visualize,” Nate Fowler, the regional campaigns director of the League of Conservation Voters, told me. “But for voters in this part of the Commonwealth, it’s easy for them to understand why this is so important.”
It won’t be until after the dust from Tuesday settles — when Pennsylvania’s 19 electoral college votes have been allocated, and its U.S. House and Senate races decided — that national attention will turn to the consequences of the state’s down-ballot races, if it ever does. But whether Democrats run the table or Republicans eat into their opponents’ grip on the legislature, Pennsylvania’s elections will be pivotal to the nation’s greater evolving energy story.
“So much of what we can accomplish in Pennsylvania will lay the groundwork for what is accomplished across the country,” Kortrey, of Evergreen Action, said. “I tell folks, ‘If we can do it in Pennsylvania, we can do it anywhere.’”
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Trump called himself “king” and tried to kill the program, but it might not be so simple.
The Trump administration will try to kill congestion pricing, the first-in-the-nation program that charged cars and trucks up to $9 to enter Manhattan’s traffic-clogged downtown core.
In an exclusive story given to the New York Post, Secretary of Transportation Sean Duffy said that he would rescind the U.S. Transportation Department’s approval of the pricing regime.
“The toll program leaves drivers without any free highway alternative, and instead, takes more money from working people to pay for a transit system and not highways,” Duffy told the Post.
He did not specify an end date for the program, but said that he would work with New York to achieve an “orderly termination” of the tolls. But it’s not clear that he can unilaterally end congestion pricing — and in any case, New York is not eager to work with him to do so.
The attempted cancellation adds another chapter to the decades-long saga over whether to implement road pricing in downtown New York. And it represents another front in the Trump administration’s war on virtually any policy that reduces fossil fuel use and cuts pollution from the transportation sector, the most carbon-intensive sector in the U.S. economy.
“CONGESTION PRICING IS DEAD. Manhattan, and all of New York, is SAVED,” Trump posted on Truth Social, the social network that he owns. “LONG LIVE THE KING!”
The Metropolitan Transit Authority, the state agency that oversees New York’s tolling and transit system, has filed to block the cancellation in court. In a statement, New York Governor Kathy Hochul said that Trump didn’t have the authority to kill the tolling program.
“We are a nation of laws, not ruled by a king,” Hochul said. “We’ll see you in court.”
Since it started on January 5, congestion pricing has charged drivers up to $9 to drive into Manhattan south of 60th Street. With its launch, New York joined a small set of world capitals — including London, Singapore, and Stockholm — to use road pricing in its central business district.
Even in its first weeks in Gotham, congestion pricing had seemingly proven successful at its main goal: cutting down on traffic. Travel times to enter Manhattan have fallen and in some cases — such as driving into the Holland Tunnel from New Jersey — have been cut in half during rush hour, according to an online tracker built by economics researchers that uses Google Maps data.
Anecdotally, drivers have reported faster drive times within the city and much less honking overall. (I can affirm that downtown is much quieter now.) City buses zoomed through their routes, at times having to pause at certain stops in order to keep from running ahead of their schedules.
The program has been so successful that it had even begun to turn around in public polling. Although congestion pricing was incredibly unpopular during its long gestation, a majority of New Yorkers now support the program. In early February, six of 10 New Yorkers said that they thought Trump should keep the program and not kill it, according to a Morning Consult poll.
That matches a pattern seen in other cities that adopt congestion pricing, where most voters hate the program until they see that it successfully improves travel times and reduces traffic.
While Trump might now be claiming regal powers to block the program, the toll’s origin story has been democratic to a fault. Although congestion pricing has been proposed in New York for decades, the state’s legislature approved the program in 2019 as part of its long-running search for a permanent source of funding for the city’s trains and buses.
The federal government then studied the program for half a decade, first under Trump, then under Biden, generating thousands upon thousands of pages of environmental and legal review. At long last, the Biden administration granted final approval for the program last year.
But then congestion pricing had to clear another hurdle. In June, Hochul paused the program at the last moment, hoping to find another source of permanent funding for the city’s public transit system.
She didn’t. In November, she announced that the program would go into effect in the new year.
It’s not clear whether the Trump administration can actually kill congestion pricing. When the Biden administration approved the program, it did so essentially as a one-time finding. Duffy may not be able to revoke that finding — just like you can’t un-sign a contract that you’ve already agreed to.
In his letter to Hochul, Duffy argues that congestion pricing breaks a longstanding norm that federally funded highways should not be tolled. “The construction of federal-aid highways as a toll-free highway system has long been one of the most basic and fundamental tenets of the federal-aid Highway Program,” he says.
That argument is surprising because federal highways in Manhattan — such as the West Side Highway — are excluded from the toll by design. Drivers only incur the $9 charge when they leave highways and enter Manhattan’s street grid. And drivers can use the interstate highway system but avoid the congestion charge by entering uptown Manhattan through Interstate 95 and then parking north of 60th Street.
Duffy also argues that the tolling program is chiefly meant to raise revenue for the MTA, not reduce congestion. The federal government’s approval of pilot congestion pricing programs is aimed at cutting traffic, he says, not raising revenue for state agencies.
In its lawsuit, the MTA asserts that Duffy does not have the right to revoke the agreement. It also says that he must conduct the same degree of environmental review to kill the program that the first Trump administration required when the program was originally proposed.
“The status quo is that Congestion Pricing continues, and unless and until a court orders otherwise, plaintiffs will continue to operate the program as required by New York law,” the MTA’s brief says.
Whether they will or not depends on whether all politics really are local, anymore.
JD Vance had a message recently for Germans uneasy about the way Elon Musk has been promoting the far-right Alternative für Deutschland party ahead of their country’s upcoming elections: “If American democracy can survive 10 years of Greta Thunberg’s scolding, you guys can survive a few months of Elon Musk,” Vance said at the Munich Security Conference. It was supposed to be a joke, but apparently the vice president of the United States is still peeved at the fact that he had to see a Swedish teenager on his TV saying that we ought to do something about climate change.
Just a throwaway line meant to convey the Trump administration’s general belligerence and contempt for Europeans? Perhaps. But it also communicated that the administration has had it with scolding, not to mention any government actions meant to confront planetary warming; in its first month in power, it has moved swiftly and aggressively to suspend or roll back just about every climate-related policy it could find.
Now congressional Republicans have to pass a budget, and in so doing decide what the law — and not just a bunch of executive orders — will do about all the existing programs to promote clean energy and reduce emissions. That means we’re headed for an intra-GOP conflict. On one side is ideology, in the form of a desire by the administration and many Republicans in Congress to eviscerate government spending in general and climate spending in particular. On the other side are the parochial interests of individual members, who want to make sure that their own constituents are protected even if it means their party doesn’t get everything it wants.
Climate hawks got optimistic last summer when 18 House Republicans sent a letter to Speaker Mike Johnson imploring him not to push for wholesale repeal of the Inflation Reduction Act, the landmark 2022 climate law filled subsidies for clean energy, since their districts are benefiting from the boom in manufacturing the law helped spur. About 80% of the green energy funding from the IRA is going to Republican districts; in some places that means thousands of local jobs depend on the free flow of federal funds.
While some of the largest spending is concentrated in the South, especially the areas that have come to be known as the “Battery Belt,” there are hundreds of congressional districts around the country that benefit from IRA largesse. That’s an old best practice of policy design, one the defense industry has used to particularly good effect: The wider you spread the subcontracts or subsidies, the more members of Congress have jobs in their district that rely on the program and the safer it will be from future budget cuts.
The IRA could have some other allies in its corner; for instance, automakers that are struggling to bring the prices of their electric models to an affordable level will be lobbying to retain the tax subsidy that can reduce the sticker price of an electric vehicle by $7,500. There is already a backlash brewing to the administration’s freeze on climate-related programs in rural areas. Many farmers entered into contracts with the federal government in which they would be reimbursed for land conservation and renewable energy projects; after taking loans and laying out their own money believing the government would honor its part of the agreement, they’ve been left holding the bag.
So will Congress step in to ensure that some climate funding remains? This is the point in the story where we inevitably invoke former Speaker of the House Tip O’Neill’s dictum that “All politics is local.” No matter what issue you’re working on, O’Neill insisted, what matters most is how it affects the folks back home, and the most successful politicians are those who know how to address their constituents’ most immediate problems.
Like many such aphorisms, it’s often true, but not always. While there are many members of Congress whose careers live or die on their ability to satisfy the particular needs of their districts, today national politics and party loyalty exert a stronger pull than ever. The correlation between presidential and House votes has grown stronger over time, meaning that voters overwhelmingly choose the same party for president and their own member of Congress. Even the most attentive pothole-filling representative won’t last long in a district that doesn’t lean toward their party.
Which is perfectly rational: Given the limited influence a single House member has, you might as well vote for the party you hope will control Washington rather than splitting your ticket, no matter who is on the ballot. That doesn’t mean members of Congress have stopped working to bring home the bacon, but it does mean that the pressure on them to deliver concrete benefits to the voters back home has lessened considerably. And when the congressional leadership says, “We really need your vote on this one,” members are more likely to go along.
There will be some horse-trading and pushback on the administration’s priorities as Congress writes its budget — for instance, farm state members are already angry about the destruction of the U.S. Agency for International Development, which buys billions of dollars of agricultural products from American farmers to distribute overseas, and will press to get that funding restored. And with a razor-thin majority in the House, individual members could have more leverage to demand that the programs that benefit their districts be preserved.
On the other hand, this is not an administration of compromisers and legislative dealmakers. Trump and his officials see aggression and dominance as ends in and of themselves, apart from the substance of any policy at issue. Not only are they determined to slash government spending in ways never seen before, they seem indifferent to the consequences of the cuts. For their part, Republicans in Congress seem willing to abdicate to Trump their most important power, to determine federal spending. And if Trump succeeds in his goal of rewriting the Constitution to allow the president to simply refuse to spend what the law requires, Congress could preserve climate spending only to see it effectively cancelled by the White House.
Which he would probably do, given that it is almost impossible to overstate the hostility Trump himself and those around him have for climate-related programs, especially those signed into law by Joe Biden. That’s true even when those programs support goals Trump claims to hold, such as revitalizing American manufacturing.
What those around Trump certainly don’t want to hear is any “scolding” about the effects of climate change, and they’re only slightly more open to arguments about the parochial interests of members of Congress from their own party. As in almost every budget negotiation, we probably won’t know until the last minute which programs survive and which get the axe. But there are going to be casualties; the only question is how many.
A new Data for Progress poll provided exclusively to Heatmap shows steep declines in support for the CEO and his business.
Nearly half of likely U.S. voters say that Elon Musk’s behavior has made them less likely to buy or lease a Tesla, a much higher figure than similar polls have found in the past, according to a new Data for Progress poll provided exclusively to Heatmap.
The new poll, which surveyed a national sample of voters over the President’s Day weekend, shows a deteriorating public relations situation for Musk, who has become one of the most powerful individuals in President Donald Trump’s new administration.
Exactly half of likely voters now hold an unfavorable view of Musk, a significant increase since Trump’s election. Democrats and independents are particularly sour on the Tesla CEO, with 81% of Democrats and 51% of independents reporting unfavorable views.
By comparison, 42% of likely voters — and 71% of Republicans — report a favorable opinion of Musk. The billionaire is now eight points underwater with Americans, with 39% of likely voters reporting “very” unfavorable views. Musk is much more unpopular than President Donald Trump, who is only about 1.5 points underwater in FiveThirtyEight’s national polling average.
Perhaps more ominous for Musk is that many Americans seem to be turning away from Tesla, the EV manufacturer he leads. About 45% of likely U.S. voters say that they are less likely to buy or lease a Tesla because of Musk, according to the new poll.
That rejection is concentrated among Democrats and independents, who make up an overwhelming share of EV buyers in America. Two-thirds of Democrats now say that Musk has made them less likely to buy a Tesla, with the vast majority of that group saying they are “much less likely” to do so. Half of independents report that Musk has turned them off Teslas. Some 21% of Democrats and 38% of independents say that Musk hasn’t affected their Tesla buying decision one way or the other.
Republicans, who account for a much smaller share of the EV market, do not seem to be rushing in to fill the gap. More than half of Republicans, or 55%, say that Musk has had no impact on their decision to buy or lease a Tesla. While 23% of Republicans say that Musk has made them more likely to buy a Tesla, roughly the same share — 22% — say that he has made them less likely.
Tesla is the world’s most valuable automaker, worth more than the next dozen or so largest automakers combined. Musk’s stake in the company makes up more than a third of his wealth, according to Bloomberg.
Thanks in part to its aging vehicle line-up, Tesla’s total sales fell last year for the first time ever, although it reported record deliveries in the fourth quarter. The United States was Tesla’s largest market by revenue in 2024.
Musk hasn’t always been such a potential drag on Tesla’s reach. In February 2023, soon after Musk’s purchase of Twitter, Heatmap asked U.S. adults whether the billionaire had made them more or less likely to buy or lease a Tesla. Only about 29% of Americans reported that Musk had made them less likely, while 26% said that he made them more likely.
When Heatmap asked the question again in November 2023, the results did not change. The same 29% of U.S. adults said that Musk had made them less likely to buy a Tesla.
By comparison, 45% of likely U.S. voters now say that Musk makes them less likely to get a Tesla, and only 17% say that he has made them more likely to do so. (Note that this new result isn’t perfectly comparable with the old surveys, because while the new poll surveyed likely voters , the 2023 surveys asked all U.S. adults.)
Musk’s popularity has also tumbled in that time. As recently as September, Musk was eight points above water in Data for Progress’ polling of likely U.S. voters.
Since then, Musk has become a power player in Republican politics and been made de facto leader of the Department of Government Efficiency. He has overseen thousands of layoffs and sought to win access to computer networks at many federal agencies, including the Department of Energy, the Social Security Administration, and the IRS, leading some longtime officials to resign in protest.
Today, he is eight points underwater — a 16-point drop in five months.
“We definitely have seen a decline, which I think has mirrored other pollsters out there who have been asking this question, especially post-election,” Data for Progress spokesperson Abby Springs, told me.
The new Data for Progress poll surveyed more than 1,200 likely voters around the country on Friday, February 14, and Saturday, February 15. Its results were weighted by demographics, geography, and recalled presidential vote. The margin of error was 3 percentage points.